Rear auxiliary frame, rear suspension system and vehicle

Abstract

The utility model provides a rear auxiliary frame, a rear suspension system and a vehicle, the rear auxiliary frame is adapted to a five-link suspension mechanism, the rear auxiliary frame comprises a frame main body, the frame main body comprises a frame structure, the frame structure defines an accommodating cavity for accommodating a vehicle driving part, and the frame structure comprises at least two longitudinal beams extending along the length direction of a vehicle body; an exhaust channel is formed in at least one longitudinal beam; the longitudinal beam comprises a first concave part, and the side, away from the ground, of the first concave part is concave. According to the utility model, by improving the structural design of the rear auxiliary frame, the rear auxiliary frame can better meet the mounting requirements of the five-connecting-rod suspension mechanism in a limited mounting space.

Description

Technical Field

[0001] The utility model relates to the technical field of vehicles, in particular to a rear subframe, a rear suspension system and a vehicle. Background Art

[0002] With the rapid development of automotive technology, air suspension, rear-wheel steering, active stabilizer bars, and active hydraulic suspension technologies are becoming increasingly popular. Five-link suspension, in particular, has become standard on an increasing number of vehicle models due to its superior maneuverability and comfort. Five-link suspensions are typically mounted on the rear subframe beneath the vehicle body. However, due to the complex structure and operating posture of the five-link suspension, the structural design of the rear subframe is complicated.

[0003] Especially when a five-link suspension structure is installed in hybrid or range-extended vehicles, the underbody installation space is already limited, as these vehicles also require the installation of power components such as the electric motor, generator, and battery pack in the middle area of ​​the rear subframe. Adding the aforementioned five-link suspension system to this already congests the underbody installation space, further limiting the design dimensions of the rear subframe and increasing its design complexity. Therefore, how to make the rear subframe more suitable for the installation requirements of a five-link suspension mechanism within this limited installation space is a pressing technical challenge. Utility Model Content

[0004] The utility model provides a rear subframe, a rear suspension system and a vehicle. By improving the structural design of the rear subframe, the rear subframe can better meet the installation requirements of a five-link suspension mechanism within a limited installation space.

[0005] To achieve the above-mentioned and other related purposes, the present invention provides, in a first aspect, a rear subframe adapted for a five-link suspension mechanism, the rear subframe comprising: a frame body and a connecting portion, the frame body comprising a frame structure, the frame structure defining a housing for accommodating vehicle drive components, the frame structure comprising at least two longitudinal beams extending along the length of the vehicle body; at least one longitudinal beam comprising an exhaust passage, the exhaust passage being connected to an exhaust line of the vehicle; wherein the longitudinal beam comprises a first recessed portion, the first recessed portion being recessed toward a side facing away from the ground.

[0006] This advantageous effect is that by providing the first recess on the longitudinal beam, a height difference is created in the longitudinal beam along the vehicle body height direction, facilitating connection between the longitudinal beam and the swing arm of the five-link suspension mechanism and meeting the swing arm connection position requirements at different locations. Compared to structures that require additional connectors on the longitudinal beam to create height differences, this structural design not only simplifies the rear subframe design, improving its compactness and facilitating installation within the limited space under the vehicle body, but also increases the supporting rigidity and strength of the longitudinal beam, thereby improving the overall structural rigidity and strength of the rear subframe. Furthermore, since the longitudinal beam includes an exhaust passage, this arrangement allows the longitudinal beam to partially function as an exhaust pipe, effectively integrating part of the vehicle's exhaust piping into the longitudinal beam of the rear subframe. Consequently, no additional exhaust piping is required beneath the rear subframe, thereby increasing the ground clearance of the exhaust piping beneath the rear subframe. This improves the vehicle's roadworthiness while maintaining the vehicle's overall height.

[0007] In one embodiment of the present invention, a cavity is formed inside the longitudinal beam, and the cavity forms an exhaust passage.

[0008] The beneficial effect of this arrangement is that by providing a cavity on the longitudinal beam to form an exhaust passage, the exhaust passage and the longitudinal beam can be integrally connected, so there is no need to provide additional parts such as an exhaust pipe in the longitudinal beam, thereby saving the processing cost of the rear subframe and ensuring processing efficiency.

[0009] In one embodiment of the present invention, a sound-absorbing material is disposed at least partially between the inner wall of the cavity and the outer wall of the exhaust passage.

[0010] The beneficial effect of this arrangement is that by at least partially arranging sound-absorbing material between the inner wall of the cavity and the outer wall of the exhaust channel, the airflow noise generated when the airflow passes through the exhaust channel can be reduced, thereby improving the sound absorption and noise reduction performance of the vehicle exhaust process.

[0011] In one embodiment of the present invention, the exhaust passage is penetrated along the direction of the longitudinal beam parallel to the length of the vehicle body, and an air inlet interface and an air outlet interface are respectively formed in the penetrating direction.

[0012] This arrangement offers the following benefits: The provision of air inlet and outlet ports facilitates the connection between the external exhaust pipe and the exhaust duct, improving pipe connection efficiency. Furthermore, since the exhaust duct runs parallel to the length of the vehicle body along the longitudinal beam, this not only creates a longer exhaust duct within the longitudinal beam but also facilitates its formation within the beam.

[0013] In one embodiment of the present invention, the frame structure further includes a front crossbeam and a rear crossbeam, at least two longitudinal beams connect the front crossbeam and the rear crossbeam, and the frame structure is an integral casting structure.

[0014] This arrangement offers the following benefits: The integrally cast frame structure offers superior strength and rigidity compared to welded structures, improving the overall vehicle's load-bearing strength and rigidity. Furthermore, the exhaust ducts incorporated into the longitudinal beams, while maintaining the integrally cast frame structure, not only further reduce the frame's weight, facilitating the lightweight design of the rear subframe, but also facilitate the casting of the exhaust ducts within the longitudinal beams.

[0015] In one embodiment of the present invention, the rear subframe further includes a connecting portion for connecting to a swing arm of the five-link suspension mechanism, and the connecting portion is integrally provided with the frame structure.

[0016] The beneficial effect of such an arrangement is that by integrating the connecting portion with the frame structure, a better connection strength can be obtained between the connecting portion and the frame structure, while also reducing the number of assembly steps in the manufacturing process, thereby improving the production efficiency of the rear subframe.

[0017] In one embodiment of the present invention, the longitudinal beam includes a first beam section and a second beam section, the first beam section is connected to the front cross beam, the second beam section is connected to the rear cross beam, and the second beam section is recessed relative to the first beam section toward a side away from the ground to form a first recess.

[0018] The beneficial effects of such an arrangement are as follows: since the shock absorbers, air springs and other components in the suspension system are generally installed near the rear cross beam, the second beam section is recessed relative to the first beam section toward the side away from the ground to form a first recess. In this way, the first recess can be formed on the side of the longitudinal beam close to the rear cross beam, thereby forming a better avoidance relationship with the installation positions of the shock absorbers and air springs, thereby facilitating the installation of the shock absorbers, air springs and other components on the rear subframe, and also reducing the probability of interference between the longitudinal beam and the shock absorbers, air springs and other components during operation.

[0019] In one embodiment of the present invention, the longitudinal beam further includes an extension section, one end of which is connected to the second beam section, and the other end extends toward the outside of the accommodating cavity, and is formed together with the rear cross beam to form an accommodating space opening toward the rear of the vehicle.

[0020] The beneficial effect of this arrangement is that by providing an accommodation space outside the accommodation cavity, components such as the rear wheel steering gear can be accommodated in the accommodation space, thereby improving the utilization rate of the installation space on the frame structure and further improving the compactness of the installation positions between the components on the rear subframe.

[0021] In an embodiment of the present invention, the longitudinal beam is further provided with a second recessed portion, and the second recessed portion is recessed toward one side of the accommodating cavity along the width direction of the vehicle body.

[0022] This arrangement offers the following beneficial effects: By providing the second recess on the longitudinal beam, space is reserved for the air springs and shock absorbers required for installation on the rear subframe. This reduces the vehicle body width occupied by these components, thereby improving underbody space utilization and further enhancing the compactness of the vehicle design. Furthermore, the second recess on the longitudinal beam further increases the bending and torsional rigidity of the rear subframe, thereby enhancing vehicle maneuverability and stability.

[0023] In one embodiment of the present invention, reinforcing ribs are provided at the connection positions of the rear cross beam and the two longitudinal beams. Part of the reinforcing ribs are formed on the rear cross beam, and the other part is formed on the longitudinal beams. The reinforcing ribs are located on the side of the rear cross beam facing the ground.

[0024] The beneficial effects of this arrangement are as follows: by providing the reinforcing ribs, not only can the connection strength and rigidity between the two ends of the rear cross member and the longitudinal beam be improved, thereby improving the overall strength and rigidity of the rear subframe, but also, because the reinforcing ribs extend toward the ground side, it is also convenient to provide a connecting unit at the position of the reinforcing ribs for installation with the lower arm of the five-link suspension mechanism.

[0025] In one embodiment of the present invention, the rear subframe further includes a connecting portion for connecting the swing arm of the five-link suspension mechanism, the connecting portion including a pin sleeve, the pin sleeve being integrally formed with the reinforcement rib, and the pin sleeve penetrating the thickness direction of the reinforcement rib.

[0026] The beneficial effects of this arrangement are as follows: by integrally forming the pin sleeve with the reinforcing rib, not only can the assembly process between the pin sleeve and the frame structure be omitted, thereby improving assembly efficiency; at the same time, a higher connection strength can be formed between the pin sleeve and the frame structure, thereby being able to withstand a greater force, thereby ensuring the connection strength between the swing arm and the pin sleeve of the subsequent five-link suspension mechanism.

[0027] In one embodiment of the present invention, the frame body is integrally formed and provided with four fixing positions connected to the vehicle body, and the four fixing positions are respectively provided at both ends of the two longitudinal beams.

[0028] The beneficial effects of this arrangement are as follows: by integrally forming the fixing position on the frame body, not only can the number of parts assembled on the rear subframe be reduced, the assembly process can be shortened, and assembly efficiency can be improved; but the connection strength between the fixing position and the frame body can also be increased, thereby improving the connection strength between the rear subframe and the vehicle body.

[0029] In one embodiment of the present invention, the frame structure is integrally formed and provided with a suspension mounting hole for mounting the suspension of the driving component located in the accommodating cavity.

[0030] The beneficial effect of such arrangement is that by providing the suspension mounting holes in the integrally formed frame structure, the processing and forming accuracy of the suspension mounting holes can be better guaranteed, which is beneficial to improving the positioning and installation accuracy between the suspension mounting holes and the suspension.

[0031] A second aspect of the present invention provides a rear suspension system, which includes a five-link suspension mechanism and a rear subframe in any one of the above embodiments, wherein the five-link suspension mechanism is mounted on the rear subframe.

[0032] In a third aspect of the present invention, a vehicle is provided, comprising the rear suspension system in the above embodiment.

[0033] The rear subframe of the present invention, by providing a first recess on the longitudinal beam, creates a height difference in the longitudinal beam in the vehicle body height direction, facilitating connection between the longitudinal beam and the swing arm of the five-link suspension mechanism and meeting the swing arm connection position requirements at different locations. This not only simplifies the structural design of the rear subframe, improving its compactness and facilitating installation within the limited space under the vehicle body, but also increases the supporting rigidity and strength of the longitudinal beam, thereby improving the overall structural rigidity and strength of the rear subframe. Furthermore, because the longitudinal beam includes an exhaust passage that communicates with the vehicle's exhaust pipe, this arrangement allows the longitudinal beam to partially function as an exhaust pipe, effectively integrating a portion of the vehicle's exhaust pipe into the longitudinal beam of the rear subframe. This eliminates the need for an additional exhaust pipe beneath the rear subframe, thereby increasing the ground clearance of the exhaust pipe beneath the rear subframe. This improves the vehicle's roadworthiness while maintaining the vehicle's overall height. BRIEF DESCRIPTION OF THE DRAWINGS

[0034] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other embodiments can be obtained based on these drawings without paying any creative work.

[0035] Figure 1 A schematic diagram of the installation position between the rear suspension system of the present invention and the wheel in one embodiment;

[0036] Figure 2 Schematic diagram of the three-dimensional structure of the rear suspension system of the present invention in one embodiment;

[0037] Figure 3 This is a top view of a rear suspension system according to an embodiment of the present invention;

[0038] Figure 4 for Figure 3A partial enlarged view of the middle B area;

[0039] Figure 5 This is a top view of the rear subframe of the present invention in one embodiment;

[0040] Figure 6 This is a schematic diagram of the three-dimensional structure of the rear subframe of the present invention in one embodiment;

[0041] Figure 7 A side view of a rear subframe according to an embodiment of the present invention;

[0042] Figure 8 A partial cross-sectional view of a rear subframe of the present invention in one embodiment;

[0043] Figure 9 for Figure 1 Partial cross-sectional view along the AA direction.

[0044] Component number description

[0045] 100, rear subframe; 110, frame body; 111, accommodating cavity; 112, cavity; 113, front crossbeam; 114, rear crossbeam; 115, longitudinal beam; 1151, first beam section; 1152, second beam section; 1153, extension section; 1154, filling cavity; 1155, first recess; 1156, second recess; 116, reinforcement rib; 117, accommodating space; 120, connecting portion; 121, pin sleeve; 122. Connecting unit; 130. Exhaust channel; 131. Air intake interface; 132. Air outlet interface; 140. Fixing position; 141. Mounting hole; 150. Suspension mounting hole; 160. Sound-absorbing material; 200. Five-link suspension mechanism; 300. Rear suspension system; 310. Air spring; 320. Shock absorber; 410. Exhaust gas generation end; 420. Exhaust gas discharge end; 500. Motor suspension; 600. Connecting bolts. DETAILED DESCRIPTION

[0046] The following describes the implementation of the present invention through specific examples. Those skilled in the art can easily understand other advantages and effects of the present invention from the contents disclosed in this specification. The present invention can also be implemented or applied through other different specific implementation methods. The details in this specification can also be modified or changed based on different viewpoints and applications without departing from the spirit of the present invention. It should be noted that the following examples and the features in the examples can be combined with each other unless there is a conflict. It should also be understood that the terms used in the examples of the present invention are for the purpose of describing specific implementation methods, not for the purpose of limiting the scope of protection of the present invention. The test methods for which specific conditions are not specified in the following examples are generally carried out under conventional conditions or under the conditions recommended by the manufacturers.

[0047] When numerical ranges are given in the examples, it should be understood that unless otherwise specified herein, both endpoints of each numerical range and any value between the endpoints may be used. Unless otherwise defined, all technical and scientific terms used in this utility model are consistent with the prior art as understood by those skilled in the art and the description of this utility model. Any prior art methods, equipment, and materials similar or equivalent to those in the examples of this utility model may also be used to implement this utility model.

[0048] It should be noted that the terms such as "upper", "lower", "left", "right", "middle" and "one" cited in this specification are only for the convenience of description and are not used to limit the scope of implementation of the present invention. Changes or adjustments to their relative relationships should be regarded as the scope of implementation of the present invention without substantially changing the technical content.

[0049] See also Figures 1 to 9 The present invention provides a rear subframe 100, a rear suspension system 300, and a vehicle. By providing a recessed portion on the longitudinal beam 115, the installation between the longitudinal beam 115 and the five-link suspension mechanism 200 is facilitated, thereby improving the compactness of the rear subframe 100 structure and facilitating installation within the limited space below the vehicle body. Furthermore, the provision of an exhaust duct 130 within the longitudinal beam 115 of the rear subframe 100 increases the ground clearance of the exhaust pipe below the rear subframe 100, thereby improving the vehicle's overall roadworthiness.

[0050] See also Figures 2 to 4 , the rear subframe 100 is adapted for the five-link suspension mechanism 200, and the rear subframe 100 includes a frame body 110. The frame body 110 includes a frame structure, and the frame structure forms a receiving cavity 111 for accommodating the vehicle drive components. The vehicle drive components may be any components that can provide power for the vehicle operation, such as a drive motor, a fuel engine, or a battery pack. Optionally, in this embodiment, the vehicle drive component is a drive motor. The frame structure may be a welded structure formed by welding a plurality of profiles, or may be an integrally cast one-piece structure, or other structural forms, specifically based on meeting the support strength requirements of the rear subframe 100. The shape of the receiving cavity 111 is not limited, and may be a square cavity, a trapezoidal cavity, a polygonal cavity, or other shapes, as long as it can accommodate the vehicle's drive components.

[0051] See also Figures 5 to 7 , the frame structure includes the following: Figure 5At least two longitudinal beams 115 extending along the vehicle body width direction (as shown by the X-axis in FIG5 ), and at least two cross beams extending along the vehicle body width direction (as shown by the Y-axis in FIG5 ), and the two cross beams connect the two longitudinal beams 115 to form an approximately U-shaped frame structure. The longitudinal beam 115 includes a first concave portion 1155, which is concave toward the side away from the ground, as shown in FIG5 . Figure 7 As shown. The first recess 1155 can be located at either end of the longitudinal beam 115 or in the middle of the longitudinal beam 115. A single first recess 1155 can be provided on a longitudinal beam 115, or multiple first recesses 1155 can be provided. The first recess 1155 can be an overall curved structure, or a combination of inclined and curved sections. The first recess 1155 can be integrally cast with the longitudinal beam 115, or formed by bending the longitudinal beam 115 after it is formed, among other methods.

[0052] See also Figure 2 、 Figure 3 and Figure 7 The rear subframe 100 also includes a connecting portion 120, which is fixedly connected to the main frame 110 to connect to the swing arm of the five-link suspension mechanism 200. The connecting portion 120 includes multiple connecting units 122. At least some of these connecting units 122 are located in the longitudinal beam region where the first recess 1155 is formed, while at least some of these connecting units 122 are located in the longitudinal beam region where the first recess 1155 is not formed. This creates a height difference between the connecting units 122, facilitating connection with the swing arm of the five-link suspension mechanism 200. The five-link suspension mechanism 200 includes multiple swing arms, each corresponding to a swing arm of the five-link suspension mechanism 200. These connecting units 122 are hingedly connected to each other to enable rotatable mounting of the five-link suspension mechanism 200 on the rear subframe 100. The fixed connection between the connecting units 122 and the main frame 110 can be achieved in a variety of ways, such as welding, bolting, or integral molding. It should be noted that the specific installation structure between the multiple swing arms of the five-link suspension mechanism 200 and the connecting portion 120 can refer to the connection structure between the existing five-link suspension mechanism 200 and the rear subframe 100, and will not be repeated here.

[0053] See also Figure 3 、 Figure 4 and Figure 8At least one of the longitudinal beams 115 of the vehicle frame 110 has an exhaust duct 130 formed therein. Exhaust duct 130 connects the vehicle's exhaust gas generating end 410 with its exhaust gas discharge end 420. During vehicle operation, exhaust gas generated by the vehicle's engine flows through exhaust duct 130 and is discharged from exhaust gas discharge end 420 to the exterior of the vehicle. Exhaust duct 130 can be an integral cavity structure formed within longitudinal beam 115 or an exhaust pipe structure inserted into longitudinal beam 115, as long as it forms an airflow channel within longitudinal beam 115.

[0054] The rear subframe 100 provided in this embodiment, by providing the first recess 1155 on the longitudinal beam 115, can form a height fluctuation of the longitudinal beam 115 in the height direction of the vehicle body, thereby facilitating the connection of the longitudinal beam 115 with the swing arm of the five-link suspension mechanism 200, meeting the connection position requirements of the swing arm at different positions. Compared with a structure in which additional connecting parts are provided on the longitudinal beam 115 to form a height difference, this structural design not only simplifies the structural design of the rear subframe 100, improves the compactness of the rear subframe 100 structural design, and facilitates installation in the limited space under the vehicle body, but also improves the support rigidity and strength of the longitudinal beam 115, thereby improving the overall structural rigidity and strength of the rear subframe 100. In addition, since the longitudinal beam 115 has an exhaust channel 130, the longitudinal beam 115 can partially serve as an exhaust pipe, which is equivalent to integrating part of the exhaust pipeline in the vehicle on the longitudinal beam 115 of the rear subframe 100. This can increase the ground clearance of the exhaust pipeline under the rear subframe 100, thereby improving the vehicle's passability while maintaining the height of the vehicle.

[0055] See also Figure 8 In one embodiment of the present invention, a cavity 112 is formed inside the longitudinal beam 115, and the cavity 112 forms an exhaust passage 130. The cavity 112 can be a cavity structure with a uniform cross-section, a cavity structure with a non-uniform cross-section, etc., and the cross-section of the cavity 112 can be circular, rectangular, or irregular in shape, etc. There are many ways to form the cavity 112. For example, it can be a cavity structure formed by the longitudinal beam 115 during the casting process, or it can be a cavity structure formed by the longitudinal beam 115 during the welding process, etc. It should be noted that on the frame body 110, the cavity 112 can be formed in one of the longitudinal beams 115, or a cavity 112 can be formed in each longitudinal beam 115, which is determined by the setting requirements of the exhaust passage 130. By providing the cavity 112 on the longitudinal beam 115, the cavity 112 forms the exhaust passage 130. This arrangement allows the exhaust passage 130 to be integrally connected to the longitudinal beam 115. Therefore, there is no need to provide additional parts such as an exhaust pipe in the longitudinal beam 115, thereby saving the processing cost of the rear subframe 100 and ensuring processing efficiency.

[0056] See also Figure 8 In one embodiment of the present invention, a sound-absorbing material 160 is at least partially disposed between the inner wall of the cavity 112 and the outer wall of the exhaust duct 130. Specifically, within the longitudinal beam 115, the exhaust duct 130 is disposed within the cavity 112. A filling cavity 1154 is formed between the inner wall of the cavity 112 and the outer wall of the exhaust duct 130. The filling cavity 1154 is at least partially filled with the sound-absorbing material 160. The sound-absorbing material 160 may be fiberglass, rock wool, or foam. The relative position and specific size of the filling cavity 1154 and the exhaust duct 130 are not specifically limited. In the actual design process, they need to be determined based on the overall support strength and stiffness requirements of the longitudinal beam 115. By disposing the sound-absorbing material 160 at least partially between the inner wall of the cavity 112 and the outer wall of the exhaust duct 130, the airflow noise generated when the airflow passes through the exhaust duct 130 can be reduced, thereby improving the noise reduction performance of the vehicle exhaust process.

[0057] See also Figure 5 and Figure 8 In one embodiment of the present invention, the exhaust duct 130 is connected along the longitudinal beam 115 in a direction parallel to the length of the vehicle body, and an air inlet interface 131 and an air outlet interface 132 are formed in the direction of the connection. The air inlet interface 131 and the air outlet interface 132 both extend to the outside of the two ends of the exhaust duct 130 in the length direction. The air inlet interface 131 and the air outlet interface 132 can be welded to the two ends of the exhaust duct 130, or they can be integrally formed with the two ends of the exhaust duct 130. The air inlet interface 131 is connected to the exhaust gas generation end 410, and the air outlet interface 132 is connected to the exhaust gas discharge end 420. By providing the air inlet interface 131 and the air outlet interface 132, the connection between the external exhaust gas generation end 410 and the exhaust duct 130, and the exhaust gas discharge end 420 and the exhaust duct 130 can be facilitated, thereby improving the connection efficiency of the pipelines. At the same time, since the exhaust passage 130 passes through the longitudinal beam 115 in a direction parallel to the vehicle body length, not only can a longer exhaust passage 130 be obtained inside the longitudinal beam 115 , but also the exhaust passage 130 can be easily formed inside the longitudinal beam 115 .

[0058] See also Figure 5 and Figure 6In one embodiment of the present invention, the frame structure further includes a front crossbeam 113 and a rear crossbeam 114, and two longitudinal beams 115 connect the front crossbeam 113 and the rear crossbeam 114, and the frame structure is an integral casting structure. Along the length direction of the vehicle body, the front crossbeam 113 and the rear crossbeam 114 are respectively arranged at the two ends of the longitudinal direction of the longitudinal beam 115, and are respectively connected to the longitudinal beams 115 on both sides to form an approximately U-shaped frame structure. The casting material of the frame structure can be a variety of materials, such as aluminum, aluminum alloy, magnesium alloy, high-strength steel, etc. Considering the requirements of lightweight, high strength and high rigidity of the frame structure, preferably, in this embodiment, the frame structure adopts cast aluminum material. By making the frame structure adopt an integral casting structure, the overall casting structure can have better strength and rigidity than the welded structure, which is beneficial to improving the load-bearing strength and rigidity of the entire vehicle. At the same time, on the basis of the frame structure being an integrally cast structure, an exhaust duct 130 is provided inside the longitudinal beam 115 , which not only further reduces the weight of the frame structure and is conducive to realizing a lightweight design of the rear subframe 100 , but also facilitates the casting of the exhaust duct 130 inside the longitudinal beam 115 .

[0059] See also Figure 6 In one embodiment of the present invention, the connecting portion 120 is integrally provided with the frame structure. The connecting portion 120 can be integrally connected to the frame structure by welding, or can be integrally cast, or other various integral configuration methods. Preferably, in this embodiment, the connecting portion 120 and the frame structure are integrally cast. This further facilitates the molding process of the rear subframe 100 and improves the production efficiency of the rear subframe 100. By integrally providing the connecting portion 120 with the frame structure, the connection strength between the connecting portion 120 and the frame structure can be improved, while also reducing the number of assembly steps required during the manufacturing process, thereby improving the production efficiency of the rear subframe 100.

[0060] See also Figures 5 to 7In one embodiment of the present invention, the longitudinal beam 115 includes a first beam section 1151 and a second beam section 1152. The first beam section 1151 is connected to the front crossbeam 113, and the second beam section 1152 is connected to the rear crossbeam 114. The second beam section 1152 is recessed relative to the first beam section 1151 toward the side away from the ground to form the above-mentioned first recess 1155. The first beam section 1151 and the second beam section 1152 can be straight sections or curved sections. The first beam section 1151 and the second beam section 1152 can be arranged with equal cross-sections or with unequal cross-sections. The first recess 1155 is an approximately arc-shaped structure, that is, the second beam section 1152 is an approximately arc-shaped beam structure. With this arrangement, since the shock absorber 320, air spring 310 and other components in the rear suspension system 300 are generally installed at a position close to the rear cross member 114, the second beam section 1152 is recessed relative to the first beam section 1151 toward the side away from the ground to form a first recess 1155. In this way, the first recess 1155 can be formed on the side of the longitudinal beam 115 close to the rear cross member 114, thereby forming a better avoidance relationship with the installation position of the shock absorber 320, air spring 310, so as to facilitate the installation of the shock absorber 320, air spring 310 and other components on the rear subframe 100, and at the same time, the probability of interference between the longitudinal beam 115 and the shock absorber 320, air spring 310 and other components during operation can be reduced.

[0061] See also Figure 3 and Figure 5 In one embodiment of the present invention, the frame structure includes two longitudinal beams 115, which are symmetrically arranged along the width of the vehicle body. The longitudinal beams 115 also include extension sections 1153. Along the longitudinal beam 115's length, one end of the extension section 1153 is connected to the second beam section 1152, and the other end extends outward from the accommodating cavity 111. The extension sections 1153 of the longitudinal beams 115 on both sides and the rear cross beam 114 enclose a accommodating space 117 that opens toward the rear of the vehicle. By providing the accommodating space 117 outside the accommodating cavity 111, components such as the rear wheel steering gear can be accommodated within the accommodating space 117. This improves the utilization of the mounting space within the frame structure, further enhancing the structural compactness of the rear subframe 100, and thereby enhancing the compactness of the mounting locations of the components within the rear subframe 100.

[0062] See also Figure 2 and Figure 3In one embodiment of the present invention, the longitudinal beam 115 is provided with a second recess 1156, and the second recess 1156 is recessed toward one side of the accommodating cavity 111 along the width direction of the vehicle body. The specific shape of the second recess 1156 is not limited, for example, it can be an approximately arc-shaped structure, or a combination of a straight line segment and a curved line segment, etc. Preferably, in this embodiment, the second recess 1156 is an approximately arc-shaped structure, which can reduce the stress concentration generated when the longitudinal beam 115 is bent, and facilitate the formation of the second recess 1156 on the longitudinal beam 115. The second recess 1156 can be located at one end of the longitudinal beam 115 close to the front crossbeam 113, or at one end of the longitudinal beam 115 close to the rear crossbeam 114, etc. Optionally, in this embodiment, the second recess 1156 is located at one end of the longitudinal beam 115 close to the rear crossbeam 114. By providing the second recess 1156 on the longitudinal beam 115, space is reserved on the longitudinal beam 115 for the air spring 310 and shock absorber 320 required for installation on the rear subframe 100. This, in turn, reduces the vehicle body width occupied by the air spring 310 and shock absorber 320 during installation, thereby improving underbody space utilization and further enhancing the compactness of the vehicle design. Furthermore, providing the second recess 1156 on the longitudinal beam 115 further increases the bending and torsional rigidity of the rear subframe 100, thereby enhancing the vehicle's maneuverability and stability.

[0063] See also Figure 6 In one embodiment of the present invention, reinforcing ribs 116 are provided at the connection positions of the rear cross beam 114 and the longitudinal beams 115 on both sides. A portion of the reinforcing ribs 116 is formed on the rear cross beam 114, and the other portion is formed on the longitudinal beams 115. The reinforcing ribs 116 are located on the side of the rear cross beam 114 facing the ground, that is, the reinforcing ribs 116 are located below the rear cross beam 114 and the longitudinal beams 115. The reinforcing ribs 116 can be integrally cast with the rear cross beam 114 and the longitudinal beams 115 at the corresponding positions, or they can be welded together. Preferably, in this embodiment, the reinforcing ribs 116 at both ends of the rear cross beam 114 are integrally cast with the rear cross beam 114 and the longitudinal beams 115 at the corresponding positions. This not only facilitates the arrangement of the reinforcing ribs 116, but also ensures the supporting connection strength of the reinforcing ribs 116. The provision of the reinforcing ribs 116 not only improves the connection strength and rigidity between the two ends of the rear cross member 114 and the longitudinal beams 115, thereby improving the overall strength and rigidity of the rear subframe 100, but also, because the reinforcing ribs 116 extend toward the ground, it is also convenient to provide the connecting unit 122 at the location of the reinforcing ribs 116 for installation with the lower control arm of the five-link suspension mechanism 200.

[0064] See also Figure 2 and Figure 6In one embodiment of the present invention, one of the multiple connection units 122 is a pin sleeve 121, and the pin sleeve 121 is hingedly connected to one of the swing arms of the five-link suspension mechanism 200. The pin sleeve 121 is integrally formed with the reinforcing rib 116, that is, the pin sleeve 121 and the reinforcing rib 116 are cast as one piece. The pin sleeve 121 passes through the thickness direction of the reinforcing rib 116, and both ends of the pin sleeve 121 protrude from the outer surface of the reinforcing rib 116 to facilitate installation and connection with corresponding matching parts such as pin shafts. The specific setting position and size of the pin sleeve 121 need to be determined according to the installation position of the swing arm connected thereto and the size of the pin shaft, so no specific requirements are made in this embodiment. By integrally forming the pin sleeve 121 with the reinforcing rib 116, not only can the assembly process between the pin sleeve 121 and the frame structure be omitted, thereby improving assembly efficiency; at the same time, a higher connection strength can be formed between the pin sleeve 121 and the frame structure, thereby being able to withstand a larger force to ensure the connection strength between the swing arm of the subsequent five-link suspension mechanism 200 and the pin sleeve 121.

[0065] See also Figure 2 and Figure 5 In one embodiment of the present invention, the frame body 110 is integrally formed with four fixing points 140 for connection to the vehicle body. These fixing points 140 are adapted to cooperate with the vehicle body to secure the rear subframe 100 to the vehicle body. The fixing points 140 may be integrally cast and connected to the frame body 110, or may be integrally fixed by welding. Optionally, in this embodiment, the fixing points 140 are integrally cast and connected to the frame body 110. This simplifies the connection between the fixing points 140 and the frame body 110, improving connection efficiency. Specifically, the four fixing points 140 are provided at each end of the two longitudinal beams 115, symmetrically arranged on either side along the width of the vehicle body. Each fixing point 140 is provided with a mounting hole 141 extending through the fixing point 140 along the height of the vehicle body. The mounting holes 141 are used to receive connecting bolts 600, thereby forming a threaded connection with the vehicle body above the rear subframe 100. By integrally forming the fixing portion 140 on the frame body 110, not only can the number of parts assembled on the rear subframe 100 be reduced, the assembly process can be shortened, and assembly efficiency can be improved; it can also improve the connection strength between the fixing portion 140 and the frame body 110, thereby improving the connection strength between the rear subframe 100 and the vehicle body.

[0066] See also Figure 1 、 Figure 2 and Figure 9In one embodiment of the present invention, the frame structure is integrally formed with suspension mounting holes 150 for mounting a suspension for a drive component within the accommodating cavity 111. The number and location of the suspension mounting holes 150 are not limited and are determined by the number and location of the suspensions to be installed. In this embodiment, the drive component within the accommodating cavity 111 is a drive motor, and the corresponding suspension is a motor suspension 500. In other embodiments, the drive component may also be a reduction gearbox, an engine, or the like, and the corresponding suspension structure may vary accordingly. The motor suspension 500 may be any bracket or connector used to secure the motor to the rear subframe 100. The specific structure may refer to the structure of motor suspensions 500 in the prior art. Four motor suspensions 500 are provided, correspondingly, four suspension mounting holes 150 are provided on the main frame 110. Two of the suspension mounting holes 150 are symmetrically located on the longitudinal beams 115 on either side, and the remaining two are located on the rear cross beam 114. The four motor mounts 500 are mounted in the four corresponding mount mounting holes 150, and the outer sleeves of the motor mounts 500 form a shaft hole with the mount mounting holes 150, thereby enabling the motor mounts 500 to be mounted on the frame structure. By integrally forming the mount mounting holes 150 in the frame structure, the machining accuracy of the mount mounting holes 150 can be better guaranteed, which helps improve the positioning and installation accuracy between the mount mounting holes 150 and the mount.

[0067] See also Figure 1 and Figure 2 The present invention provides a rear suspension system 300, comprising a five-link suspension mechanism 200 and a rear subframe 100 in any of the above-mentioned embodiments. The five-link suspension mechanism 200 comprises a plurality of swing arm structures, each of which is rotatably mounted on the rear subframe 100 via a connecting unit 122 to form a hinged connection with the rear subframe 100. The rear suspension system 300 may further comprise an air spring 310 and a shock absorber 320. One end of the air spring 310 is mounted on any of the swing arm structures of the five-link suspension mechanism 200, and the other end of the air spring 310 extends toward the vehicle body to be connected to the vehicle body. One end of the shock absorber 320 is mounted on any of the swing arm structures of the five-link suspension mechanism 200, and the other end of the shock absorber 320 extends toward the vehicle body to be connected to the vehicle body. It should be noted that the specific connection structure of the air spring 310 and shock absorber 320 on the five-link suspension mechanism 200 can be referenced to the relevant structural description of the existing rear suspension system 300 and will not be repeated here. Since the rear suspension system 300 of this embodiment utilizes the rear subframe 100 of any of the above embodiments, the features and beneficial effects described above for the rear subframe 100 also apply to this rear suspension system 300 and will not be repeated here.

[0068] The present utility model provides a vehicle comprising a vehicle body and a rear suspension system 300 according to the above-described embodiment. The rear suspension system 300 is connected to the vehicle body. The specific connection structure can be referenced to the prior art description of the connection structure between the rear suspension system 300 and the vehicle body, and will not be further described here. The specific structure of the rear suspension system 300 is similar to that of the above-described embodiment. Since the present rear suspension system 300 utilizes the technical solutions of the above-described embodiment, it at least possesses the beneficial effects provided by the technical solutions of the above-described embodiment, and will not be further described here.

[0069] The rear subframe of the present invention, by providing a first recess on the longitudinal beam, creates a height difference in the longitudinal beam in the vehicle body height direction, facilitating connection between the longitudinal beam and the swing arm of the five-link suspension mechanism and meeting the swing arm connection position requirements at different locations. This not only simplifies the structural design of the rear subframe, improving its compactness and facilitating installation within the limited space under the vehicle body, but also increases the supporting rigidity and strength of the longitudinal beam, thereby improving the overall structural rigidity and strength of the rear subframe. Furthermore, since the longitudinal beam includes an exhaust passage that communicates with the vehicle's exhaust system, this arrangement allows the longitudinal beam to partially function as an exhaust pipe, effectively integrating a portion of the vehicle's exhaust system into the longitudinal beam of the rear subframe. This eliminates the need for an additional exhaust line beneath the rear subframe, thereby increasing the ground clearance of the exhaust line beneath the rear subframe. This improves the vehicle's roadworthiness while maintaining the vehicle's overall height. Therefore, the present invention effectively overcomes several practical problems of the prior art and has high utility value and practical significance.

[0070] The above embodiments are merely illustrative of the principles and effects of the present invention and are not intended to limit the present invention. Anyone skilled in the art may modify or alter the above embodiments without departing from the spirit and scope of the present invention. Therefore, all equivalent modifications or alterations made by one of ordinary skill in the art without departing from the spirit and technical principles disclosed in the present invention are intended to be covered by the claims of the present invention.

Claims

1. A rear subframe adapted for a five-link suspension mechanism, characterized in that: include: A vehicle body, the vehicle body comprising a frame structure, the frame structure defining a cavity for accommodating vehicle drive components, the frame structure comprising at least two longitudinal beams extending along the length of the vehicle body; at least one of the longitudinal beams having an exhaust passage therein; The longitudinal beam includes a first concave portion, which is concave toward a side facing away from the ground.

2. The rear subframe according to claim 1, characterized in that: A cavity is formed inside the longitudinal beam, and the cavity forms the exhaust passage.

3. The rear subframe according to claim 2, characterized in that: At least a portion between the inner wall of the cavity and the outer wall of the exhaust passage is provided with a sound-absorbing material.

4. The rear subframe according to claim 1, characterized in that The exhaust passage is passed through along the direction of the longitudinal beam parallel to the length of the vehicle body, and an air inlet interface and an air outlet interface are formed in the passing direction.

5. The rear subframe according to any one of claims 1 to 4, characterized in that: The frame structure further includes a front crossbeam and a rear crossbeam, at least two longitudinal beams connect the front crossbeam and the rear crossbeam, and the frame structure is an integral casting structure.

6. The rear subframe according to claim 5, characterized in that: The rear subframe further includes a connecting portion for connecting to a swing arm of the five-link suspension mechanism, and the connecting portion is integrally provided with the frame structure.

7. The rear subframe according to claim 5, characterized in that: The longitudinal beam includes a first beam section and a second beam section, the first beam section is connected to the front cross beam, the second beam section is connected to the rear cross beam, and the second beam section is recessed relative to the first beam section toward a side away from the ground to form the first recess.

8. The rear subframe according to claim 7, characterized in that: The longitudinal beam also includes an extension section, one end of which is connected to the second beam section, and the other end of which extends to the outside of the accommodating cavity and is surrounded by the rear cross beam to form an accommodating space opening to the rear of the vehicle.

9. The rear subframe according to claim 5, characterized in that: The longitudinal beam is further provided with a second recessed portion, which is recessed toward one side of the accommodating cavity along the width direction of the vehicle body.

10. The rear subframe according to claim 5, characterized in that: Reinforcing ribs are provided at the connection positions between the rear cross beam and the two longitudinal beams. A portion of the reinforcing ribs is formed on the rear cross beam, and another portion is formed on the longitudinal beams. The reinforcing ribs are located on the side of the rear cross beam facing the ground.

11. The rear subframe according to claim 10, characterized in that: The rear subframe further includes a connecting portion for connecting to a swing arm of the five-link suspension mechanism. The connecting portion includes a pin sleeve, which is integrally formed with the reinforcement rib and passes through the thickness direction of the reinforcement rib.

12. The rear subframe according to claim 5, characterized in that: The frame body is integrally formed and provided with four fixing positions connected to the vehicle body, and the four fixing positions are respectively provided at the two ends of the two longitudinal beams.

13. The rear subframe according to claim 5, characterized in that: The frame structure is integrally formed and provided with a suspension mounting hole for mounting the suspension of the driving component located in the accommodating cavity.

14. A rear suspension system, characterized in that: The vehicle comprises a five-link suspension mechanism and the rear subframe according to any one of claims 1 to 13, wherein the five-link suspension mechanism is mounted on the rear subframe.

15. A vehicle, characterized in that: Including the rear suspension system as claimed in claim 14.

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